GUIDE FOR 
i MOTOR BOATS 



— AN D 



YACHTS 



GUIDE FOR 



cTVlOTOR BOATS 



AND YACHTS 




» * 



Compliments of 

INSURANCE COMPANY OF 
NORTH AMERICA 

PHILADELPHIA, PA. 






Copyright, igii.by 

Insurance Co. of North America 

Philadelphia 



LC Control Number 




tmp96 026224 

©CLA289229 



INDEX 

PAGE 

Gasoline 5 

The Carburetors 5 

The Gasoline Piping 6 

The Tank 7 

Hints on Ignition Apparatus 7 

Helps for Starting a Motor 8 

General Information 9 

Fire Precautions 11 

Don'ts II 

Sound Signals 13 

Signal System to Engineer 13 

Distress Signals 13 

Night Signaling by Morse Code 14 

Boxing the Compass 15 

The Watch as a Compass 15 

Wind Barometer Indications 16 

Buoys 16 

Duty to Stand By After Collision 17 

When the Boat Overturns 18 

Rules for Reviving Persons Rescued from the 

Water 18 

Nautical Terms 19 

Knots and Miles 20 

Table of Distances 20 

Average Rise and Fall of Tide 21 

Laws for Preventing Collisions, and to Regulate 

Equipment of Motor Boats 21 

Pilot Rules for the Inland Waters of the Atlantic 

and Pacific Coasts 24 



GASOLINE 



SPECIFIC GRAVITY 

Commercial gasoline has a specific gravity of from 
0.7 to 0.74. It does not mix with water but floats 
on it, and spreads indefinitely over the surface. 

VAPOR 

Gasoline evaporates rapidly when warm, but very 
slowly in freezing weather. The vapor (not the 
liquid) is highly inflammable, and may be ignited by 
an electric spark, a flame, or red-hot metal. 

WHEN EXPLOSIVE 

Mixtures of gasoline vapor and air in the right 
proportions are explosive. Pure gasoline vapor, on 
the contrary, will burn only as it finds air. It is 
the heavy, rapidly-forming vapor, spreading from 
bow to stern of the boat, that makes gasoline in 
the bilge so dangerous. The smallest accidental 
spark, a back-fire, or a lighted match will explode 
the mixed vapor and air, and set the bilge afire. 

A gasoline fire cannot be extinguished by playing 
water on it, but only by the use of chemical extin- 
guishers, several of which should be handy in every 
motor boat. 

THE CARBURETOR 

Principle — The carburetor is a device for vaporiz- 
ing liquid gasoline and mingling the vapor with air 
in explosive proportions. It operates usually on 
the principle of an atomizer. A stream of air is 
drawn by the piston suction past a minute nozzle, 
from which a spray of gasoline is sucked and evap- 
orated by the rush of air. To maintain a uniform 
supply of gasoline, a float chamber is interposed 
between the tank and the spray nozzle. Gasoline 
enters the float chamber by gravity, and a float valve 
opens and closes to admit or shut off the supply of 
gasoline, thereby maintaining a constant level in the 
float chamber. 



HEAT REQUIRED 

Gasoline, like all other liquids, absorbs heat on 
evaporation. If the air is warm enough to evaporate 
the gasoline, no added heat is required, otherwise 
the air must be heated, or heat must be applied to 
the intake pipe between the carburetor and the en- 
gine. This heat is usually supplied by a portion of 
the exhaust gases, which is passed through a jacket 
surrounding the intake pipe. 

STARTING 

When an engine is started cold, an excess of gaso- 
line is supplied to the carburetor in order that 
enough may evaporate. This is done by depressing 
the float to flood the "mixing chamber," or by 
strangling the air intake, thereby sucking an abnor- 
mal quantity of gasoline from the spray nozzle. 

COLD WEATHER 

In cold weather heat is required to evaporate 
sufficient gasoline for starting. This is supplied by 
pouring hot water over the carburetor. Another and 
simpler expedient is to have on hand a squirt can of 
sulphuric ether, which is volatile at low temperatures 
and very inflammable. This ether is squirted into 
the intake pipe, or into the cylinders themselves, if 
the latter are provided with relief cocks. 

SHUT-OFF VALVE 

As carburetor float valves sometimes leak, a shut- 
off valve close to the tank is essential. This valve 
should be so placed that by closing it and discon- 
necting two or more unions, the gasoline pipe can 
be taken out bodily in order to clear out stoppages 
or to repair leaks. 



THE GASOLINE PIPING 

Sweated Pipe Joints — All joints (not unions) in 
the gasoline piping should be sweated solidly to- 
gether. Mere screw-joints cannot be trusted. 

PROTECT THE GASOLINE PIPE 

The gasoline pipe should be fully protected against 
shifting ballast and careless feet. It may be run 
either under the floor or along the inner side of the 
hull, but should be covered throughout its length by 
a grooved strip of wood or the like. Next to the 

6 



engine it should have a coil to allow for vibration. 
On no account should the pipe be left without sup- 
port at frequent intervals, as this will cause sagging 
and straining at the ends. 

THE TANK 

Installation — The gasoline tank should rest in a 
drip pan drained outboard above the water line, and 
this pan should be separated by a water-tight bulk- 
head from the rest of the boat, so that a leak cannot 
endanger the latter. The gasoline pipe should be 
carried through a stuffing box in the bottom or 
side of the drip pan. Tank and drip pan should be 
rigidly secured together, to avoid straining the pipe 
connection at the stuffing box. 

STRAINER 

It is very desirable to have a double wire gauze 
screen inside the filling opening, so that, if gasoline 
poured from a can should catch fire, the flame will 
not strike through the gauze to the tank. The same 
gauze will act as a strainer also. 



HINTS ON IGNITION APPARATUS 

The ignition system may be of the make and break 
or the jump spark type. The former requires only 
a battery or low tension magneto, a gas lighting 
coil, and igniters by means of which sparks are pro- 
duced in the cylinders by making and breaking 
electric contact at the proper moment inside the 
cylinders. 

MAKE AND BREAK SYSTEM 

The make and break system requires no great care 
in insulation. The igniters, however, wear rapidly, 
and their contact points are burned by the sparks. 
Steel contacts last only a short time and must be 
frequently filed clean. 

Occasionally the installation of the fixed sparking 
point becomes coated with soot from half burned 
gasoline and oil, and must be cleaned with gasoline 
and a tooth brush or fine sandpaper. If mica is 
used, the soot in time collects between the mica 
leaves and a new insulator is required. Mis-firing 
in this ignition system may be due to soot on the 
insulation, to badly burned contact points, or to 
weak batteries. 



JUMP SPARK SYSTEM 

In the jump spark ignition system the low tension 
current is not delivered directly at the sparking 
points. Instead, it is carried through an induction 
coil, in which is induced a current of tension high 
enough to jump a fixed air gap of one-quarter inch 
or more. This high tension current is led by heavily 
insulated cables to spark plugs screwed into the 
cylinders and having fixed sparking gaps at their 
inner ends of about one-fiftieth of an inch. The 
reason for the small gap is that the electrical re- 
sistance of air is increased considerably by compres- 
sion. 

SPARK PLUGS 

Porcelain is the usual insulating material of spark 
plugs. It is fragile, therefore extra porcelains should 
be carried, together with asbestos gaskets for same, 
and complete spare plugs. The easiest way to de- 
termine whether or not a plug is defective is to take 
it out and screw in another. 

The jump spark ignition system depends for suc- 
cess on scrupulous insulation of the high tension 
circuit. A little water, or even moisture, on the 
spark plugs or the terminals of the cables, or on the 
distributor, if there be one, will cause leakage of 
the high tension current. 

ADJUSTING THE VIBRATORS 

Where batteries are used with the ordinary type 
of coils, the vibrators, or tremblers, as they are some- 
times called, require careful attention to see that the 
contact points are kept clean and are properly ad- 
justed. They should be adjusted to make as light a 
contact as will produce steady vibration. Occasion- 
ally the platinum contact points should be dressed 
down with a very fine jeweler's file. 

There is now to be had a type of battery appa- 
ratus producing a single spark per explosion with 
great economy of current. It employs no trembler 
and is free from the necessity for delicate adjust- 
ment of that member. 

HELPS FOR STARTING A MOTOR 

One of the first things to know is the condition 
of the spark; test the batteries if you have a meter 
and if there are any dead cells throw them out. 
See that the connectors do not touch each other, 
then try your spark; if you have a one-quarter 

8 



inch good jump, or if it is make and break, snap 
the wire on the engine frame, and if the spark 
shows hot and lively, look further for your trouble. 

Take out the spark plugs, see that they are clean ; 
set the points a little less than the thickness of 
a dime apart; see if the spark jumps across the 
points when the plug is laid on the cylinder, then 
insert a piece of mica or a good thick card between 
the points, and if the spark goes around it, the 
plug is all right, but if it disappears, the plug is 
leaking somewhere and it is worthless. 

If it is make and break, the ignition points may 
be corroded ; frequently there is a plug in the side 
of the cylinder which, when it is taken out allows 
one to see the sparker in action, but beware of 
this hole, for if there is any gas in the cylinder, 
the resulting explosion is liable to send out a stream 
of fire into the investigator's face. Other makes 
have removable igniters, and on some it is necessary 
to remove the cylinder head to see the spark. 

The moving parts must all move freely with no 
catching or binding, as their successful action de- 
pends upon their breaking the circuit instantane- 
ously ; if there is any hang or slow action, the re- 
sulting spark will be weak and poor. 

GENERAL INFORMATION 

When using acetylene lamps in a fog it will be 
found best to tie a white handkerchief over the front 
of the lamp, both for seeing and to be seen. 

If a nut is from any cause so fixed that it becomes 
difficult to get it off, a little gasoline or kerosene 
squirted over it will sometimes help it. Failing in 
this, heat must be applied. 

Attention cannot too often be called to novices in 
motor matters tO be extremely careful that the 
ignition lever is retarded before they attempt to 
start the motor. Otherwise the nasty blow from a 
backfire may be experienced. 

Black smoke issuing from the muffler pipe may be 
taken as an indication that much too rich a mix- 
ture is being fed to the motor. Blue smoke indicates 
a surplus of lubricating oil. White smoke usually 
occurs only when overflow water is passed through 
the muffler to any appreciable amount, forming a 
steam. 

When your motor suddenly stops, if you find no 
electrical trouble and when you attempt to start a 
"kick" occurs with the spark lever properly retarded, 



it is probable that there is some trouble with the 
commutator or timing gear. The connection of the 
timer shaft to its driving member may have slipped 
or broken, causing the contact to occur at an im- 
proper time. 

USEFUL HINTS 

Couplings — When a motor is new, watch the coup- 
lings of the exhaust pipe very carefully. They are 
apt to work loose at first owing to the expansion 
of the exhaust pipe when hot and its subsequent 
cooling. Occasionally tighten the couplings with a 
wrench and this will soon set them, after which they 
should require no further attention. 

Insulation of Wire Terminals — A good varnish is 
had by dissolving some ordinary red sealing wax 
in gasoline, adding a few drops of linseed oil. Shake 
well, with the cork out, the bottle containing this 
mixture. When you find the varnish reduced itself 
to a working consistency, replace the cork. 

Filling Gasoline Tanks — In replenishing gasoline, 
do so with a funnel, fitted with fine gauze. As an 
additional precaution it is wise to place a piece of 
chamois over the top of the funnel, as this not 
only prevents impurities passing, but will also stop 
any water which may be present in the gasoline. 

How to Remove Grease Spots before Painting — 
Wash over smoky or greasy parts with saltpetre or 
very thin lime whitewash. If soapsuds are used, 
they must be washed off thoroughly, as they pre- 
vent the paint from drying hard. 

To Remove Rust from Steel — Rub the steel with 
sweet oil ; in a day or two rub with finely powdered 
unslacked lime until the rust all disappears; then oil 
again, roll in a woolen cloth and put in a dry place, 
especially if it be table cutlery. 

Bronze may be Renovated and recolored by mix- 
ing one part of muriatic acid and two parts of 
water ; free the article from all grease and dirt and 
apply the diluted acid with a cloth; when dry, polish 
with sweet oil. 

For Waterproofing Canvas — In covering boats for 
the winter, or in making canvas covers for engines 
of open boats, it is usually desirable to treat the 
canvas in some way to make it waterproof. There 
are a number of ways to do this. Some owners 
paint the canvas, others treat it with a coating of 
boiled linseed oil, and there are numerous other com- 
positions that give more or less satisfaction. The 
following formula should make an absolutely water- 

10 



proof coating: Get a small ten cent bottle of 
rubber cement, such as is used for patching rubber 
boots, etc., and dissolve it in a pint jar filled nearly- 
full of gasoline, shaking the bottle well until dis- 
solved. Apply this on one side of the canvas with 
a paint brush, brushing in evenly, and let it dry 
thoroughly in the sun. This will leave the duck 
soft and pliable, doing away with the stiffness insep- 
arable from paint or linseed oil ; and while it may 
discolor slightly with the weather, it makes a good 
waterproof coating. 



FIRE PRECAUTIONS 

One of the greatest dangers of a motor boat is 
fire, and you cannot be too careful in trying to 
prevent such a calamity. 

Get in the habit of using nothing but safety 
matches. 

Often a boat has been burned to the water's edge 
by throwing a lighted match into the bilge. 

Keep your bilge as dry as possible, and don't try 
to see whether it is gasoline or water in it by strik- 
ing a match. In employing this method you may 
never find out, but your friends will. 

Always clean up your boat before leaving it, and 
be sure there is no waste lying around the boat. 

Fires have often been started by the sun's rays 
being focused through a cabin window or from a 
piece of tin on to some oily waste or rags. 

Spontaneous combustion often arises from oily 
waste or rags. It is cheaper to throw them away 
after using than to have a fire. 

There are no specific means of promptly and 
effectually extinguishing burning gasoline. Besides 
the usual fire extinguishers, suitable chemical, or 
bags of coarse flour or sand will serve the purpose. 



DON'TS 

Don't expect your engine to run without oil. 

Don't use a dirty stick to measure the depth of 
gasoline in tank. 

Don't set sail without measuring the fuel on hand, 
noting your stocks of oil and grease, and satisfying 
yourself that the battery will get you home. 

Don't forget to strain the gasoline; the engine 
won't run on water or dirt. 

II 



Don*t hunt for a gasoline leak with matches. 
Have an electric flashlight; the kind with long 
flexible cord, that attaches to battery, is best. 

Don't forget to include a battery tester, set of 
spark plugs, and several yards of spare insulated 
wire in your equipment. 

Don't forget to shut off the gasoline at the end 
of every run. You never know when the carburetor 
float valve may start leaking. 

Don't neglect a carburetor leak; it's more danger- 
ous aboard a boat than gunpowder. 

Don't conclude that the carburetor adjustment is 
wrong if the engine does not start on the first turn. 
You may have forgotteir to close the switch or open 
the shut-off valve at the tank. 

Don't use the same measures or funnels for gaso- 
line that you have been using for lubricating oil, 
kerosene or water. 

Don't fill acetylene gas lamps with carbide until 
they are to be used, as carbide is very susceptible 
to moisture and slacks rapidly on exposure to air. 

Don't monkey with the carburetor adjustments 
ever before the engine starts. If the engine has 
run once with a certain adjustment and fuel it will 
do so again. Hunt for the trouble elsewhere. If 
a cold day, try hot water on the carburetor. If 
a hot day, try less priming — you may have a mix- 
ture too rich to Ignite. 

Don't forget that the way to adjust a carburetor 
is to get the engine started first, and then change 
only one adjustment at a time, very slightly, and 
note its effect on the engine. 

Don't festoon the ignition wiring all over the bat- 
tery engine, and all that lies between. Prove your 
intelligence by making a ship-shape job. Good 
insulation, snug connections, coils where flexibility 
is needed, and proper support, all play a part. 

Don't wait until you have used your last fresh 
spark plug before cleaning the sooted ones. 

Don't wait until the pump chokes up before you 
learn how to take out and clean the valves. 

Don't try to pump bilge water through the circu- 
lating pump. 



12 



SOUND SIGNALS 

— Short Blast : One second. 

— Long Blast : Three seconds. 

: I am directing my course to 

starboard. 
: I am directing my course to 

port. 
: My engines are going full astern. 
: You are standing into danger. 
: I want assistance; remain by 

me. 

— : Your lights are out or want 

trimming. 



SIGNAL SYSTEM TO ENGINEER 

1. When engine is stopped, one bell means ahead 
slow. 

2. When running ahead slow, jingle means full 
speed ahead. 

3. When running full speed ahead, one bell means 
slow down. 

4. When running ahead slow, one bell means 
stop. 

5. When, stopped, two bells mean astern slow. 

6. WJien running astern slow, jinglp .'mea^s t-ull 
speed astern. 

7. When running astern slow or at full speed, 
one bell means stop. 

8. When running full speed ahead, four bells 
mean astern. 

9. With jingle, full speed astern. 

When no jingle bell is provided the following sig- 
nals will suffice: 

1. When stopped, one bell means ahead. 

2. When running ahead, one bell means stop. 

3. When stopped, two bells mean astern. 

4. When running astern, one bell means stop. 

5. When running ahead, four bells mean astern. 

DISTRESS SIGNALS 

Skyrockets and Coston Signals should be carried 
for emergency use in case of accident or distress. 
At least a dozen good skyrockets should be carried 
aboard. These should be wrapped in oiled silk and 
kept in a waterproof case. Coston Signals burn 
different colored lights in succession. An unlimited 
combination of colors can be effected and distinguish- 

13 



ing signals produced. The use of these signals is 
regulated by the government and individual ships 
and companies are allotted their private signal. A 
book containing a list of these signals should be 
kept aboard. Every yacht club applying for the 
same is allotted by the government a distinguishing 
Coston signal. These are not necessarily used for 
distress signals, but are often used for reporting 
position or arrival at night. Several of these sig- 
nals should be carried aboard and kept dry with the 
skyrockets. 

NIGHT SIGNALING BY MORSE 
CODE 

The attention of Masters and Pilots of vessels is 
drawn to the great facilities afforded for communi- 
cating at night time with Signal Stations by Morse 
Lamp ; but there are certain points which should be 
carefully borne in mind when signaling, so that 
signals may be clearly read at the Reporting Station. 

1. All other lights in the vicinity of the Flashing 
Lamp should be obscured. 

2. The Flashing Lamp should be kept continually 
pointed directly towards the Station. 

3. Care should be taken that proper regularity is 
observed in the lengths of flashes and spaces, and 
that the spaces between the words are considerably 
longer than those between the letters. 

4. Vessels should, if possible, avoid coming within 
the rays of a Light-house while signaling. 

5. When **Morsing" a vessel's name, it is desirable 
that the name should be spelled in full. 

6. If you have not a flash light aboard, the same 
effect can be procured by moving a piece of card- 
board up and down in front of an ordinary lamp, or 
using a whistle. 

The Morse Code of signals and signal characters 
universally adopted is as follows : 

Indicates a Long flash of about 3 seconds' 

duration. 

— Indicates a Short flash of about i second 

duration. 
Preparative signal to attract attention, , 

etc. 
Answering signal, or I understand, — — , 

etc. 
Interval between each flash or sound. . . o . . .1 second 

Interval between each letter 3 seconds 

Interval between each word or group 6 seconds 

14 



The Letters are Indicated as Follows: 

A N 

B- O 

C— P 

D Q 

E — R — 

G T — 

H U 

I V 

J W 

K X 

L Y 

M Z — 



BOXING THE COMPASS 

Every yacht, no matter how small or how confined 
the waters in which she sails, should have a mari- 
ner's compass on board. The compass should be 
placed as far as possible from the motor or any 
iron work on the boat. Inside the bowl of the 
compass will be found a vertical line called the 
'iubber line." This, with the centre of the card, 
indicates the boat's longitudinal centre line. The 
"lubber line" should be toward the bow, then the 
points on the compass card will indicate the direc- 
tion the boat is pointing. 

The names of the "points" reading in the direc- 
tion the hands of a watch move are as follows : 
NORTH, North by East, North-Northeast, North- 
east by North, Northeast, Northeast by East, East- 
Northeast, East by North. EAST, East by South, 
East-Southeast, Southeast by East, Southeast, South- 
east by South, South-Southeast, South by East, 
SOUTH, South by West, South-Southwest, South- 
west by South, Southwest, Southwest by West, West- 
Southwest, West by South. WEST, West by North, 
West-Northwest, Northwest by West, Northwest, 
Northwest by North, North-Northwest, North by 
West, North. The above is called "Boxing the 
Compass." 

THE WATCH AS A COMPASS 

The points of the compass may be determined with 
the aid of an ordinary watch. It is simply neces- 
sary to bring the watch in a position so that the 
hour hand is directed toward the sun. The south 
then lies exactly midway between whatever hour it 
may happen to be and the numeral XII on the dial. 

IS 



Let us suppose, for instance, that it is four o'clock, 
and that the timepiece is held in the position indi- 
cated. The direction of the numeral II will then 
be the exact south. If it be eight o'clock, the 
numeral X will indicate the exact southerly point. 

WIND-BAROMETER INDICATIONS 

When the wind sets in from points between south 
and southeast and the barometer falls steadily a storm 
is approaching from the west or northwest, and its 
centre will pass near or north of the observer within 
12 to 24 hours with wind shifting to northwest by 
way of southwest and west. When the wind sets in 
from points between east and northeast and the baro- 
meter falls steadily a storm is approaching from the 
south or southwest, and its centre will pass near or 
to the south or east of the observer within 12 to 24 
hours with wind shifting to northwest by way of 
north. The rapidity of the storm's approach and its 
intensity will be indicated by the rate and the amount 
of the fall in the barometer. 

ABOUT BUOYS 

The following system of buoyage as adopted by 
the United States in waters under Government sur- 
vey, should be familiar to every owner of a motor 
boat. Too much reliance should not be placed upon 
the light draught of motor boats. Sometimes the 
obstructions at low water are awash, or nearly so, 
and the difference between going upon the right 
side of a buoy or upon the wrong side may mean 
the safety or loss of your boat. 

Red Buoys — In approaching a channel from sea- 
ward, red buoys, with even numbers, will be found 
on the starboard side of the channel, and must be 
left on the starboard hand in passing in. 

Black Buoys — Black buoys, with odd numbers, will 
be found on the port side of the channel, and must 
be left on the port hand in passing in. 

Red and Black Horizontal Striped Buoys — Buoys 
painted with red and black horizontal stripes will 
be found on obstructions, with channel-ways on 
either side of them, and may be left on either hand 
in passing in. 

White and Black Perpendicular Striped Buoys- 
Buoys painted with white and black perpendicular 
stripes will be found in mid-channel and must be 
passed close-to to avoid danger. 

16 



All other distinguishing marks to buoys will be 
in addition to the foregoing, and may be employed 
to mark particular spots. 

Perches, with Balls, Cages, etc. — Perches, with 
balls, cages, etc., will, when placed on buoys, be at 
turning points, the color and number indicating on 
what side they shall be passed. 

Different channels in the same bay, sound, river 
or harbor, will be marked, as far as practicable, by 
different descriptions of buoys. Principal channels 
will be marked by nun buoys; secondary channels 
by can buoys, and minor channels by spar buoys. 
When there is but one channel, nun buoys, properly 
colored and numbered, are usually placed on the star- 
board side, and can buoys on the port side of it. 

Day beacons, stakes, and spindles (except such as 
are on the sides of channels, which will be colored 
like buoys) are constructed and distinguished with 
special reference to each locality, and particularly in 
regard to the background upon which they are pro- 
jected. Motor boat men should study this code. 

DUTY TO STAY BY AFTER 
COLLISION 

An Act in Regard to Collision at Sea. 

Be it enacted by the Senate and House of Repre- 
sentatives of the United States of America in Con- 
gress assembled. That in every case of collision be- 
tween two vessels it shall be the duty of the master 
or person in charge of each vessel, if and so far as 
he can do so without serious danger to his own 
vessel, crew and passengers (if any), to stay by the 
other vessel until he has ascertained that she has no 
need of further assistance, and to render to the other 
vessel, her master, crew and passengers (if any) 
such assistance as may be practicable and as may be 
necessary in order to save them from any danger 
caused by the collision, and also to give the master 
or person in charge of the other vessel the name 
of his own vessel and her port of registry, or the 
port or place to which she belongs, and also the 
name of the ports and places from which and to 
which she is bound. If he fails so to do, and no 
reasonable cause for such failure is shown, the col- 
lision shall, in the absence of proof to the contrary, 
be deemed to have been caused by his wrongful 
act, neglect, or default. 

Sec. 2. That every master or person in charge of 
a United States vessel who fails, without reasonable 

17 



cause, to render such assistance or give such in- 
formation as aforesaid shall be deemed guilty of a 
misdemeanor, and shall be liable to a penalty of one 
thousand dollars, or imprisonment for a term not 
exceeding two years; and for the above sum the 
vessel shall be liable and may be seized and pro- 
ceeded against by process in any District Court of 
the United States by any person; one-half such sum 
to be payable to the informer and the other half to 
the United States. 

Sec. 3. That this act shall take effect at a time 
to be fixed by the President by Proclamation issued 
for the purpose. 

Approved September 4, 1890. To take effect on 
December 15, 1890. 

WHEN THE BOAT OVERTURNS 

Don't go out in a pleasure boat without being 
assured that there are life-saving buoys or cushions 
aboard sufficient to float all on board in case of an 
upset or collision. All persons should be seated 
before leaving shore, and no one should attempt to 
exchange seats in mid-stream or to put a foot on 
the edge or gunwale of the boat to exchange seats. 
Where the waters become rough from a sudden 
squall or passing steamers, never rise in the boat, 
but settle down as close to the bottom as possible, 
and keep cool until the rocking danger is passed. 
If overturned, a woman's skirts, if held out by her 
extended arms, while she uses her feet as if climbing 
stairs, will often hold her up while a boat may pull 
out from the shore and save her. A non-swimmer, 
by drawing his arms up to his side and pushing 
down with widely-extended hands, while treading 
water with his feet, may hold himself up several 
minutes, often when a single minute means a life ; 
or throwing out the arms, dog fashion, forward, 
overhand and pulling in, as if reaching for some- 
thing — that may bring him in reach of help. 

RULES FOR REVIVING PERSONS 
RESCUED FROM THE WATER 

I. Loosen the clothing; place the face downward, 
with the forehead resting on one of the wrists, and 
the face turned to one side. Open the mouth; seize 
the tongue between the fingers, covered with a piece 
of cloth, and draw it forward between the teeth; 
clear the mouth and throat from mucus by pass- 
ing the forefinger, covered with a handkerchief or 

18 



piece of cloth, far back into the mouth, thus open- 
ing a free passage to the windpipe. 

2. Turn the body face upward, shoulders resting 
on a folded coat or pillow ; keep the tongue drawn 
forward ; raise the arms backward and upward to 
the sides of the head (this expands the chest and 
allows the air to enter the lungs), then slowly move 
them downward, bending them so that the elbows 
will come to the sides and the hands across on the 
pit of the stomach, and press them gently but 
strongly against the sides and chest (this forces the 
air out of the lungs). Continue these two move- 
ments (which produce artificial breathing) very de- 
liberately about ten or twelve times in a minute, and 
without ceasing, until the patient breathes naturally, 
or until satisfied that life is extinct. 

3. While this is being done a little friction on 
the chest may be produced by rubbing gently with a 
warm flannel, and the body may be stripped and 
wrapped in dry blankets. After natural breathing 
begins, continue very gently, for a few minutes, the 
two movements which produced artificial breathing. 
After natural breathing is fully restored, give the 
patient a teaspoonful of brandy, hot sling or tea, 
two or three times a minute until the beating of the 
pulse can be felt at the wrist. 

Rub the arms and legs upward, and the feet and 
hands with a warm or dry flannel. 

Apply hot cloths to the body, legs and arms, and 
bottles of hot water to the feet. 

Do not be discouraged if animation does not re- 
turn in a few minutes. The patient sometimes 
recovers after hours of labor. 

Do not allow the tongue to fall back and close the 
windpipe while the arms are being worked. 

Do not rub the legs and arms until natural breath- 
ing is restored. 

Do not put any liquid in the mouth until natural 
breathing is fully restored. 

Do not roll the body or handle it roughly. 

Do not allow the head to hang down. 

NAUTICAL TERMS 

The bow is the extreme forward part of the ship. 
The stern is the after part. Foreward is the fore 
part of the vessel. Aft is the rear part. Amid- 
ships is the central part of the vessel. Starboard 
is the right side of a ship, looking forward. Port 
is the left side. 

19 



KNOTS AND MILES 

The statute mile is 5280 feet. 

The British Admiralty knot or nautical mile is 
6080 feet. 

The statute knot is 6082.66 feet, and is generally 
considered the standard. The method of computing 
the number of feet in a statute knot is as follows : 
The circumference of the earth is divided into 
360 degrees, each degree containing" 60 knots or 
(360 X 60). 21,600 knots to the circumference, 
21,600 divided into 131,385,546 — the number of feet 
in the earth's circumference — gives 6082.66 feet — 
the length of a statute knot. 

Knots Miles 

I 1,151 

2 2,303 

3 3,454 

4 4,606 

5 5,757 

10 11,515 

20 23,030 

25 28,787 

TABLE OF DISTANCES 
Nautical Miles 





C/5 


















^ 


















C3 





































P^ 










r^ 











& 
s 





t: 



§ 




g 

CO 




4-> 

U 




s 


a 


^ 


^ 


tfl 


t: 


u 


■M 






rt 


(U 


<L» 











rt 




w 





^ 


^ 


m 


CM 


(U 


w 


Eastport 


666 
591 

575 
548 
371 
279 
154 



517 
426 
407 
380 
231 
138 



458 
362 
320 
293 

136 




326 
214 
194 
146 


• 


242 

III 

62 




207 
53 



174 







Portland 




Portsmouth 




Boston 




Newport 




New York 




Cape May 




Hampton Roads 





20 



AVERAGE RISE AND FALL OF TIDE 

Places Feet Inches 

New York, N. Y 4 4 

Old Pt. Comfort, Va 2 5 

Philadelphia, Penna 5 3 

Portland, Me 8 9 

San Diego, Cal 3 7 

Sandy Hook, N. J 4 7 

San Francisco, Cal 4 '9 

Savannah, Ga 6 8 

Seattle, Wash 12 2 

Tampa, Fla 2 2 

Baltimore, Md i 2 

Boston, Mass 9 o 

Charleston, S. C 5 i 

Eastport, Me 18 2 

Galveston, Texas i i 

Mobile, Ala i 2 

Key West, Fla i 2 

New London, Conn 2 5 

New Orleans, La None None 

Newport, R. I 3 5 

Washington, D. C 2 9 

Highest tide at Eastport, Me., 218 inches. Lowest 
tide at Galveston, Texas, 13 inches. 



LAWS AND REGULATIONS 

Laws for Preventing Collisions and to 
Regulate Equipment of Motor Boats 

An Act to Amend Laws for Preventing Collisions 
of Vessels and to Regulate Equipment of Certain 
Motor Boats on the Navigable Waters of the 
United States, dated June 11, 1910. 
Be it enacted by the Senate and House of Repre- 
sentatives of the United States of America in Con- 
gress assembled. That the words "motor boat" where 
used in this Act shall include every vessel propelled 
by machinery and not more than sixty-five feet in 
length except tug boats and tow boats propelled by 
steam. The length shall be measured from end to 
end over the deck, excluding sheer : Provided, That 
the engine, boiler, or other operating machinery shall 
be subject to inspection by the local inspectors of 
steam vessels, and to their approval of the design 
thereof, on all said motor boats, which are more than 
forty feet in length, and which are propelled by ma- 
chinery driven by steam. 

21 



Sec. 2. That motor boats subject to the provisions 
of this Act shall be divided into classes as follows : 

Class one. Less than twenty-six feet in length. 

Class two. Twenty-six feet or over and less than 
forty feet in length. 

Class three. Forty feet or over and not more than 
sixty-five feet in length. - 

Sec. 3. That every motor boat in all weathers from 
sunset to sunrise shall carry the following lights, 
and during such time no other lights which may be 
mistaken for those prescribed shall be exhibited. 

(a) Every motor boat of class one shall carry 
the following lights : 

First; A white light aft to show all around the 
horizon. 

Second: A combined lantern in the fore part of 
the vessel and lower than the white light aft show- 
ing green to starboard and red to port, so fixed 
as to throw the light from right ahead to two points 
abaft the beam on their respective sides. 

(b) Every motor boat of classes two and three 
shall carry the following lights : 

First: A bright white light in the fore part of 
the vessel as near the stem as practicable, so con- 
structed as to show an unbroken light over an arc 
of the horizon of twenty points of the compass, so 
fixed as to throw the light ten points on each side 
of the vessel, namely from right ahead to two points 
abaft the beam on either side. The glass or lens 
shall be of not less than the follov/ing dimensions : 

Class two : Nineteen square inches. 

Class three : Thirty-one square inches. 

Second: A white light aft to show all around the 
horizon. 

Third: On the starboard side a green light so 
constructed as to show an unbroken light over an 
arc of the horizon of ten points of the compass, so 
fixed as to throw the light from right ahead to two 
points abaft the beam on the starboard side. On 
the port side a red light so constructed as to show 
an unbroken light over an arc of the horizon of ten 
points of the compass, so fixed as to throw the light 
from right ahead to two points abaft the beam on 
the port side. The glasses or lenses in the said 
side lights shall be of not less than the following 
dimensions on motor boats of 

Class two. Sixteen square inches. 

Class three. Twenty-five square inches. 

On and after July first, nineteen hundred and 
eleven, all glasses or lenses prescribed by paragraph 



(b) of section three shall be fresnel or fluted. The 
said lights shall be fitted with inboard screens of 
sufficient height and so set as to prevent these lights 
from being seen across the bow and shall be of not 
less than the following dimensions on motor boats 
of 

Class two. Eighteen inches long. 

Class three. Twenty-four inches long. 

Provided, That motor boats as defined in this Act, 
when propelled by sail and machinery or under sail 
alone, shall carry the colored lights suitably screened 
but not the white lights prescribed by this section. 

Sec. 4. (a) Every motor boat under the pro- 
visions of this Act shall be provided with a whistle 
or other sound-producing mechanical appliance capa- 
ble of producing a blast of two seconds or more 
in duration, and in the case of such boats so pro- 
vided, a blast of at least two seconds shall be 
deemed a prolonged blast within the meaning of the 
law. 

(b) Every motor boat of class two or three shall 
carry an efficient fog horn. 

(c) Every motor boat of class two or three shall 
be provided with an efficient bell, which shall be 
not less than eight inches across the mouth on 
board of vessels of class three. 

Sec. 5. That every motor boat subject to any of 
the provisions of this Act, and also all vessels pro- 
pelled by machinery other than by steam, more than 
sixty-five feet in length, shall carry either life-pre- 
servers, or life belts, or buoyant cushions, or ring 
buoys or other device, to be prescribed by the Secre- 
tary of Commerce and Labor, sufficient to sustain 
afloat every person on board and so placed as to be 
readily accessible. All motor boats carrying pas- 
sengers for hire shall carry one life-preserver of the 
sort prescribed by the regulations of the board of 
supervising inspectors for every passenger carried, 
and no such boat while so carrying passengers for 
hire shall be operated or navigated except in charge 
of a person duly licensed for such service by the 
local board of inspectors. No examination shall be 
required as the condition of obtaining such a license, 
and any stich license shall be revoked or suspended 
by the local board of inspectors for misconduct, 
gross negligence, recklessness in navigation, intem- 
perance, or violation of law on the part of the holder, 
and if revoked, the person holding such license shall 
be incapable of obtaining another such license for 

23 



one year from the date of revocation : Provided, 
That motor boats shall not be required to carry 
licensed officers except as required in this Act. 

Sec. 6. That every motor boat and also every 
vessel propelled by machinery other than by steam, 
more than sixty-five feet in length, shall carry ready 
for immediate use the means of promptly and effectu- 
ally extinguishing burning gasoline. 

Sec. 7. That a fine not exceeding one hundred 
dollars may be imposed for any violation of this 
Act. The motor boat shall be liable for the said 
penalty and may be seized and proceeded against, 
by way of libel, in the district court of the United 
States for any district within which such vessel may 
be found. 

Sec. 8. That the Secretary of Commerce and 
Labor shall make such regulations as may be neces- 
sary to secure the proper execution of this Act by 
collectors of customs and other officers of the Gov- 
ernment. And the Secretary of the Department of 
Commerce and Labor, may upon application there- 
for, remit or mitigate any fine, penalty or forfeiture 
relating to motor boats except for failure to observe 
the provisions of section six of this Act. 

Sec. 9. That all laws and parts of laws only in 
so far as they are in conflict herewith are hereby 
repealed : Provided, That nothing in this Act shall 
be deemed to alter or amend acts of Congress em- 
bodying or revising international rules for prevent- 
ing collisions at sea. 

Sec. ID. That this Act shall take effect on and 
after thirty days after its approval. 

PILOT RULES 

For the Inland Waters of the Atlantic and 
Pacific Coasts, and on the Gulf of Mexico, 
Except Rivers Emptying Into the Gulf of 
Mexico and Their Tributaries 

Rules and Regulations for the government of Pilots 
of Vessels propelled by steam, gas, fluid, naphtha, 
or electric motors, and of other vessels propelled 
by machinery, navigating the harbors, rivers, and 
inland waters of the United States, except the 
Great Lakes and their connecting and tributary 
waters as far east as Montreal, the Red River 
of the North, and rivers emptying into the Gulf 
of Mexico and their tributaries. 

24 



PRELIMINARY 

In the following rules the words "steam vessel" 
and "steamer" shall include any vessel propelled by 
machinery. 

A vessel is under way, within the meaning of 
these rules, when she is not at anchor, or made fast 
to the shore, or aground. 

Risk of collision can, when circumstances permit, 
be ascertained by carefully watching the compass 
bearing of an approaching vessel. If the bearing 
does not appreciably change, such risk should be 
deemed to exist. 

SIGNALS 

The whistle signals provided in these rules shall be 
sounded on an efficient whistle or siren sounded by 
steam or by some substitute for steam. 

A short blast of the whistle shall mean a blast of 
about one second's duration. 

A prolonged blast of the whistle shall mean a 
blast of from four to six seconds' duration. 

One short blast of the whistle signifies intention 
of or assent to steamer first giving the signal to 
direct course to own starboard, except when two 
steamers are approaching each other at right angles 
or obliquely, when it signifies intention of steamer 
which is to starboard of the other to hold course 
and speed. 

Two short blasts of the whistle signify intention 
of or assent to steamer first giving the signal to 
direct course to own port, except when two steamers 
are approaching each other at right angles or ob- 
liquely, when the signal signifies desire of or assent 
to steamer which is to port of the other to cross 
the bow of steamer to starboard. 

Three short blasts of the whistle mean, "My en- 
gines are going at full speed astern." 

When vessels are in sight of one another a steam 
vessel under way whose engines are going at full 
speed astern shall indicate that fact by three short 
blasts on the whistle. 

Rule I. If, when steam vessels are approaching 
each other, either vessel fails to understand the 
course or intention of the other, from any cause, 
the vessel so in doubt shall immediately signify the 
same by giving several short and "rapid blasts, not 
less than four, of the steam whistle, the danger 
signal. 

Whenever the danger signal is given, the engines 
of both steamers shall be stopped and backed until 

25 



the headway of the steamers has been fully checked; 
nor shall the engines of either steamer be again 
started ahead until the steamers can safely pass each 
other, and the proper signals for passing have been 
given, answered, and understood. 

Rule 2. Steam vessels are forbidden to use what 
has become technically known among pilots as "cross 
signals," that is, answering one whistle with two, 
and answering two whistles with one. In all cases, 
and under all circumstances, a pilot receiving either 
of the whistle signals provided in the rules, which 
for any reason he deems injudicious to comply with, 
instead of answering it with a cross signal, shall at 
once sound the danger signal and observe the rule 
applying thereto (Rule I). 

Rule 3. The signals for passing, by the blowing 
of the whistle, shall be given and answered by 
pilots, in compliance with these rules, not only when 
meeting "head and head," or nearly so, but at all 
times, when the steam vessels are in sight of each 
other, when passing or meeting at a distance within 
half a mile of each other, and whether passing to 
the starboard or port. 

The whistle signals provided in the rules for steam 
vessels meeting, passing, or overtaking, are never 
to be used except when steamers are in sight of 
each other, and the course and position of each other 
can be determined in the day time by sight of the 
vessel itself, or by night by seeing its signal lights. 
In fog, mist, falling snow, or heavy rain storms, 
when vessels cannot so see each other, fog signals 
only must be given. 

SITUATIONS 

Rule 4. When steam vessels are approaching 
each other head and head, that is, end on, or nearly 
so, it shall be the duty of each to pass on the 
port side of the other; and either vessel shall give, 
as a signal of her intention, one short and distinct 
blast of her whistle, which the other vessel shall 
answer promptly by a similar blast of her whistle, 
and thereupon such vessels shall pass on the port 
side of each other. But if the courses of such 
vessels are so far on the starboard of each other 
as not to be considered as meeting head and head, 
either vessel shall immediately give two short and 
distinct blasts of her whistle, which the other vessel 
shall answer promptly by two similar blasts of her 
whistle, and they shall pass on the starboard side 
of each other. 

26 



The foregoing only applies to cases where vessels 
are meeting end on or nearly end on, in such a 
manner as to involve risk of collision ; in other 
words, to cases in which, by day, each vessel sees 
the masts of the other in a line, or nearly in a 
line, with her own, and by night to cases in which 
each vessel is in such a position as to see both 
the side lights of the other. 

It does not apply by day to cases in which a 
vessel sees another ahead crosvsing her own course, 
or by night to cases where the red light of one 
vessel is opposed to the red light of the other, or 
where the green light of one vessel is opposed to 
the green light of the other, or where a red light 
without a green light or a green light without a red 
light, is seen ahead, or where both green and red 
lights are seen anywhere but ahead. 

Rule 5. Whenever a steam vessel is Hearing a 
short bend or curve in the channel, where, from 
the height of the banks or other cause, a steam 
vessel approaching from the opposite direction can 
not be seen for a distance of half a mile, such 
steam vessel, when she shall have arrived within 
half a mile of such curve or bend, shall give a 
signal by one long blast of the steam whistle, which 
signal shall be answered by a similar blast given 
by any approaching steam vessel that may be within 
hearing. Should such signal be so answered by a 
steam vessel upon the farther side of such bend, 
then the usual signals for meeting and passing shall 
immediately be given and answered ; but, if the first 
alarm signal of such vessel be not answered, she is 
to consider the channel clear and govern herself 
accordingly. 

When steam vessels are moved from their docks 
or berths and other boats are liable to pass from 
any direction toward them, they shall give the same 
signal as in the case of vessels meeting at a bend, 
but immediately after clearing the berths so as to 
be fully in sight they shall be governed by the steer- 
ing and sailing rules. 

Rule 6. When steam vessels are running in the 
same direction, and the vessel which is astern shall 
desire to pass on the right or starboard hand of the 
vessel ahead, she shall give one short blast of the 
steam whistle, as a signal of such desire, and if the 
vessel ahead answers with one blast, she shall put 
her helm to port; or if she shall desire to pass on 
the left or port side of the vessel ahead, she shaiU 

27 



give two short blasts of the steam whistle as a signal 
of such desire, and if the vessel ahead answers 
with two blasts, shall put her helm to starboard; 
or if the vessel ahead does not think it safe for the 
vessel astern to attempt to pass at that point, she 
shall immediately signify the same by giving several 
short and rapid blasts of the steam whistle, not less 
than four, and under no circumstances shall the 
vessel astern attempt to pass the vessel ahead until 
such time as they have reached a point where it 
can be safely done, when said vessel ahead shall 
signify her willingness by blowing the proper sig- 
nals. The vessel ahead shall in no case attempt to 
cross the bow or crowd upon the course of the 
passing vessel. 

Every vessel coming up with another vessel from 
any direction more than two points abaft her beam, 
that is, in such a position, with reference to the 
vessel which she is overtaking that at night she 
would be unable to see either of that vessel's side 
lights, shall be deemed to be an overtaking vessel ; 
and no subsequent alteration of the bearing between 
the two vessels shall make the overtaking vessel a 
crossing vessel within the meaning of these rules, or 
relieve her of the duty of keeping clear of the over- 
taken vessel until she is finally past and clear. 

As by day the overtaking vessel can not always 
know with certainty whether she is forward of or 
abaft this direction from the other vessel she should, 
if in doubt, assume that she is an overtaking vessel 
and keep out of the way. 

Rule 8. When two steamers are approaching each 
other at right angles or obliquely so as to involve 
risk of collision, other than when one steamer is 
overtaking another, the steamer which has the other 
on her own port side shall hold her course and 
speed ; and the steamer which has the other on her 
own starboard side shall keep out of the way of 
the other by directing her course to starboard so 
as to cross the stern of the other steamer, or, if 
necessary to do so, slacken her speed or stop or 
reverse. The steamer having the other on her own 
port bow shall blow one blast of her whistle as a 
signal of her intention to cross the bow of the other, 
holding her course and speed, which signal shall be 
promptly answered by the other steamer by one short 
blast of her whistle as a signal of her intention 
to direct her course to starboard so as to cross the 
stern of the other steamer or otherwise keep clear. 

28 



If from any cause whatever the conditions covered 
by this situation are such as to prevent immediate 
compliance with each other's signals, the misunder- 
standing or objection shall be at once made appar- 
rent by blowing the danger signal, and both steamers 
shall be stopped, and backed, if necessary, until sig- 
nals for passing with safety are made and under- 
stood. 

Rule 9. When two steamers are approaching each 
other at right angles or obliquely, other than when 
one steamer is overtaking another, so that the 
steamer having the other on her own starboard side 
may cross the bow of the other without involving 
risk of collision, the steamer having the other on 
her own starboard side may cross the bow of the 
other. If the steamers are within half a mile of 
each other the steamer having the other on her 
own starboard side shall give, as a signal of her 
intention to cross the bow of the other, two short 
and distinct blasts of her whistle, which, if assented 
to, the other steamer shall promptly answer by two 
similar blasts of her whistle, when the steamer hav- 
ing the other on her own starboard bow may cross 
the bow of the other, in which case the steamer 
having the other on her own port side shall keep 
out of the way of the other. If, however, the 
steamer having the other on her own port side 
deems it dangerous for the other steamer to cross 
her bow, she shall sound the danger signal, in which 
case both steamers shall be stopped, and backed, if 
necessary, until signals for passing with safety are 
made, answered, and understood. 

Rule 10. When a steam vessel and a sailing ves- 
sel are proceeding in such directions as to involve 
risk of collision, the steam vessel shall keep out 
of the way of the sailing vessel. 

Rule II. Every steam vessel which is directed by 
these rules to keep out of the way of another vessel 
shall, if the circumstances of the case admit, avoid 
crossing ahead of the other. 

Rule 12. In narrow channels, every steam vessel 
shall, when it is safe and practicable, keep to that 
side of the fairway or midchannel which lies on the 
starboard side of such vessel. 

Rule 13. In obeying and construing these rules 
due regard shall be had to all dangers of navigation 
and collision, and to any special circumstances which 
may render a departure from the above rules neces- 
sary in order to avoid immediate danger. 

29 



SOUND SIGNALS FOR FOG, AND SO FORTH 

Rule 14. In fog, mist, falling snow, or heavy 
rain storms, whether by day or night, signals shall 
be given as follows: 

A steam vessel under way, except when towing 
other vessels or being towed, shall sound, at inter- 
vals of not more than one minute, on the whistle or 
siren, a prolonged blast. 

A steam vessel when towing other vessels shall 
sound at intervals not more than one minute, on 
the whistle or siren, three blasts in succession, 
namely, one prolonged blast followed by two short 
blasts. 

A vessel towed may give,, at intervals of not more 
than one minute, on the fog horn, a signal of three 
blasts in succession, namely, one prolonged blast 
followed by two short blasts, and she shall not give 
any other. 

A vessel when at anchor shall, at intervals of not 
more than one minute, ring the bell rapidly for about 
five seconds. 

SPEED TO BE MODERATE IN FOG, AND SO 
FORTH 

Rule 15. Every steam vessel shall, in a fog, mist, 
falling snow, or heavy rain storms, go at moderate 
speed, having careful regard to the existing circum- 
stances and conditions. 

A steam vessel hearing apparently forward of her 
beam, the fog signal of a vessel, the position of 
which is not ascertained, shall, so far as the cir- 
cumstances of the case admit, stop her engines, and 
then navigate with caution until danger of collision 
is over. 



30 



MAY 20 1911 



One copy del. to Cat. Div. 
^^y Zi 191! 



LIBRARY OF CONGRESS 



019 95.-^ 7fit; 4\ 



